Variable-speed reversing-drive for automobiles.



Patented Apr. 9, |90'I.

(Application filed Nov. 6, 1899.) (No Ilodel.) 7 Sheeis-Sheet l.

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Tu: #onlus Pertns oo., mommuol, wwmamu. o. s;

No. 67|,673. Patented Apr. 9, |90l.

w. L. mason. VARIABLE SPEED BEVER-SING DRIVE FUR AUTOMOBILES.

(Applieatonled Nov. 6, 1899.\ (No Model.) 7 Sheets- Sheet 2.

Zzzzesses Maw/z Patented Apr, 9, ISJDIl No. man.

w. L. Jupslm. VARIABLE SPEED REVERSING DRIVE FDR AUTUMOBILES.

(Appneuon mea Nov. e. 1899.-,

' 7 Sheets-Sheet 3.

(No Model.)

Nil

tu: norms mens eo moroufwa. wnsnmnrau. v c.

No. 67|,673. Patented Apr. 9, |901.

l w. L. Juusou. VARIABLE SPEED BEVERSING DRIVEFDR AUTOMOBILES.

pplicmun med Nov. e. 1899. (No Model.) 7 Sheets-Sheet 4.

Tnzxonms neu m. mma-uno., wuummon. n. c.

No. 671,673. Patented Apr. 9, 190|.

- w. L. Junsou. VARIABLE SPEED REVERSl-NG DRIVE FOR AUTOMOBILES.

' (Application filed Nov. 6,"1899J (No Modal.) 7 Sheets-Sheet 5.

ma unnms #Enns ou. Puo'mumo.. wnsmum'ou, n. c.

Patented Apr. 9, I90l.

7 Sheeis-$heet 6.

W. L. JUDSUN.

(Application led Nuv. 8, 1899.

VARIABLE SPEED REVERSINGDRIVEEORA-A-UTUMYUBILES.

`(No Model.)

'Patented Apr. 9, |90I.

W. L. JUDSUN.

VARIABLE SPEED REVERSING DRIVE FOR AUTOMOBILES.

(Ax'zplication filed Nov. 8, l899.\ (No Model.) 7 Sheets-Sheet 7.

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plan View.

UNITED STATES FaTnNT OFFICE'.

WHITCOMB L. JUDSON, OF CHICAGO, ILLINOIS.

VARIABLE-SPEED .REVERSIG-DRIVE FOR AUTOMOBILES.

SPECIFICATION forming part of Letters Patent No. 671,673, dated April 9,1901.

Application tiled November 6, 1899. Serial No. 735,921. tNo model.)

To @ZZ whom, it may concern,.-

Beit known that I, WHITcoMB L. J UDsoN, a citizen of the United States,residing at Chicago, in the county of Oook and State of Illinois, haveinvented certain new and useful Improvements in Variable-SpeedReversing- Drives for Automobiles and other Uses; and I do herebydeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same. My invention has for its object toprovide an improved power-transmitting mechanism. To this end myinvention consists of the novel devices and combinations of devices,which will be hereinafter described, and defined in the claims.

The invention was especially designed for use on automobiles, with aview of meeting the peculiar conditions desired in the service from suchvehicles; but it will be understood, of course, that the invention iscapable of general application for transmitting power wherever thecorresponding functions are desired.

The invention is illustrated in the accompanyiug drawings, wherein likenotations refer to like parts throughout the several views. Figure l isa plan view, with some parts broken away, illustrating my mechanism.Fig. 2 is a section on the line m2 :c2 of Fig. 3. Fig. 3 is a section onthe line x3 fc3 of Fig. 1. Fig. 4 is a detail in section on the line co44of Fig. 3. Fig. 5 is a detail in end elevation looking at the open endof the differential-gear cas- 'ing or spider, with the friction-ring andthe gears removed. Fig. 6 is a detail of one of the roller-drivingrockers detached and shownin Fig. 7 is a view looking at the cross-headand its guides on the line x7 037 of Fig. 1. Fig. 8 is a verticalsection on the line ons x8 of Fig. 1, with the parts in the sameposition as in Fig. l-to wit, with the eccentrics of the driving-shaftin their neutral or stopaction position with respect to motion on thedriven shaft. Fig. 9 is a View on the same section-line as Fig. 8 andshowing the same parts as in Fig. 8, but with the parts shown in theposition which they would assume when the adjustable eccentric has been.set in respect to the fixed eccentric on the drivingshaft so as toimpart'the maximum travel to the cross-head under the rotary motion ofsaid eccentrics on the driving-shaft. Fig. l0 is a View on the samesection-line as Figs. 8 and 9, part-ly in diagram and with some partsbroken away,showing the lsame elements as in said Figs. 8 and 9, butwith the parts shown in the position which they Would take at theinnermost limit of the cross-heads travel, assuming the eccentrics tohave been set relative to each other, as shown in Fig. 9. Fig. Fig. 11is a view similar to Fig. 10, but showing the same parts as they wouldappear at the opposite or outermost limit of the crossheads travel. Fig.12 is a view chiefly in left-end elevation with respect to Fig. 1, butwith some parts shown in section and others broken away to illustratethe speed controlling and reversing devices. Fig. 13 is a similar viewshowing the same parts,or some thereof, as they would appear when thereverse is being made. Fig. 14 is a detail in section on the line x14x14 of Fig. 1, showing the relations of the ecceutrics to each other, tothe drivingshaft, dac. Fig. 15 is a detail in plan View, showing therelation of the adjustable eccentric and its hub to the shifting-collarwhich carries the same. Fig. 16 is a detail showing the spring and itsguide-rod, which coperate with the hand-lever for manipulatingthereversing-cam. Fig. 17 is a detail in end elevation, showing theguide for the hand or controlling lever.

In a suitable framework a is mounted in suitable bearings a main ordriving shaft b', which receives rotary motion in a continuous directionfrom any suitable source applied in any suitable Way, as by a crank h onthe shaft b. This driving-shaft b' is provided with a pair ot'eccentrics b2 b3, of which the member b2 is keyed or otherwise fixed tothe shaft and the member b3 is adjustable thereon. As shown, theeccentric b3 is provided with a hub b4, formed integral with theeccentric and having spiral grooves b5, which engage with spiral splinesb, formed on theperiphery of a shifting-collar 197, as best shown inFig. 15, and this shifting-collar D7 is carried by the shaft b' andconnected thereto by the key or feather bg with freedom for slidingmotion thereon. Hence by sliding the shifting-collar b7 lengthwise ofthe shaft b the adjustable eccentric b3 may be given an angular motionon the shaft b for bringing the IOO same to any desired adjustmentwithin the predetermined limit with respect to the xed eccentric b2. Thesaid eccentrics b2 and b3 are side by side, and the member b2 isprovided with a pin b9, which works within the curved slot 1910, formedin the other or adjustable eccentric b3. This pin-and-slot connectionbetween the two eccentrics determines the limit of the adjustment ineither direction. The said eccentrics b2 and b3 are provided withsuitable straps and rods, the straps and rods being shown as formedintegral with each other and are marked with the single reference-letterbu. Said eccentric-rods b are shown as pivotally connected to theopposite ends of an equalizing-lever c, which is shown as pivotallyconnected at its center by pivot-pin c' to a pair of cross-head slidesc2. The lever c is between the slides c2 of the cross-head, and saidslides c2 are mounted to travel in suitable guides c3, formed in abracket-pedestal c4, rising from the main frame. At their outer ends thecross-head 'slides c2 are riOidl connected to a cross-bar c5. Thecross-bar c5 has pivotally attached to its opposite ends a pair of linksc6, which links at their opposite ends are pivotally connected to a pairof driving-rockers f, which form parts of a friction-roller clutch forimparting rotary motion to the vehicle-axle or other driven shaft. Thedriven shaft, as shown, is a divided shaft made up of the two sections hh2, mounted in suitable bearings fixed to the main framework a. The twosections of the divided shaft are connected by a differential gearing,which, as shown, is made up of four beveled gears, two members of which(marked h3) are fixed one to each of the shaft-sections and the othertwo members of which gears (marked h4) are carried on radial shafts h5,fixed to the gear-casing h6. The gear-casing h6 is in the form of aspider,

j which is loosely mounted on the sections of the divided shaft, andhence when rot-ary motion is applied to this spider or gear-casing theshaft-sections h' and h2 will be driven thereby through the beveledgears h3 h4 with freedom for a differential motion of one section invrespect to the other. This differential or compensating gear thereforepermits one section of the axle or divided shaft to stand still whilethe otherfturns or the two sections to turn in opposite directions, asrey quired to meet the conditions when a pivfor engagement with eachother and the em-A bracing of the shaft, whilepermitting the` rockers tobe in the same radial plane. The said driving-rockers f are of theproper construction at their upper or outer ends to afford seatsv f3 forthe rollers f and to aord a pair of cam-action or biting surfaces f4 atthe opposite limits of said roller-seats f3 for cooperation with therollers f and the ring f2 to impart motion to the ring in oppositedirections, according tol which members of said pairs of biting-surfacesf4 are brought into action under the rocking motion of the rockers f.These driving-rockers fare so arranged that one thereof will force itsroller into working engagement with the friction-` ring at the same timethat the other releases its roller from the friction-ring.

A pair of roller-shifters g are pivoted to the drivingrockers, each byaA pin g'. These roller-Shifters g are forked at both ends. The upper orouter forks loosely embrace the friction-rollers f. and the inner'orlower forks embrace a corresponding pair of reversingcams g2, which areformed on the inner end of a sleeve g3, which is mounted on theshaftsection hand carries at its outer end a camring g4. The cam-ring g4is subject to the action of a hand-lever and a spring for shifting thesame, as required, to eiect the reverse. As shown best in Figs. 12 and13, the cam-ring g4 is engaged by a roller g5, carried at the lower endof a hand-lever section 96, which is pivoted to another lever-sectionZ912, as shown at g. The lever-section Z912 therefore serves as afulcrum or base of resistance for the pivotal motion of the lever g.Hence by pulling up on the lever-section g"l the cam g4 may be thrownfrom the position shown in Fig. l2 into the position shown in Fig. 13,for example. A rod gS is pivotally connected to a crank-lug gg, which isfixed to the cam-sleeve g5. At its outer or free end the rod g8 worksthrough a suitable guide gm, projecting from the pedestal c4. A coiledspring g11 surrounds the rod g8 and reacts between the shoulder g12 ofthe rod and the guide g10 for the rod. When the cam-ring g4 is thrownfrom the position shown in Fig. l2

into the position shown in Fig. 13, for example, the spring g11 will becompressed. The throw imparted to the cam-ring g4 under the action ofthe'ever-section g6 is suflcient to carry the crank-lugg9 past thedead-center, thereby rendering the spring g operative to contin ue themovement of the cam-ring g4 to complete the shift required to effect thereverse. When the cam-ring g4 is thus shifted from one of its setpositions to the other, the cams g2 at the inner end of the sleeve g3will also be shifted on the shaft-section h', and thereby therollershifters g will be rocked on their pivot-pins g to an oppositeextreme position and will carry with them the rollers j", therebybringing the rollers into proper position for coperation with theopposite members of the biting-surfaces f4 on the driving-rockers f.Hence under the rocking motion of said IOO IIO

drivers the bite between the rollers and the friction-ring will come inthe opposite travels or throws of said rockers as compared with theoriginal positions. Otherwise stated, the rocker which pulled will nowpush and the rocker which pushed will now pull. The motion on thefriction-ring will therefore be reversed and through the compensatinggear the corresponding reverse motion will be imparted to the sectionsh' h2 of the driven shaft.

The lever-section 612 is pivoted at its lower or innermost end to themain frame, as shown,- at Z713, for pivotal motion in the horizontalplane. Said lever-section Z912 is provided with a suitable yoke Z114,which engages the trunnions of a shipper-collar Z215. The shipper.-collar 615 is loosely7 mounted between the collars 516 of the shiftersleeve or collar 57, which works in the hub of the adjustable eccentric.Hence by moving the lever-section Z912 in the horizontal plane theshift-ing collar or sleeve 117 may be moved lengthwise of thedrivingshaft b for shif-ting the adjustable eccentric as may be desiredto vary the speed or to bring the parts of `the variable drive to theneutral or stop-motion position.

rlhe two levers or lever-sections g6 and Z912 are pivotally connected,as described, at g7 for manipulation with 011e hand, and the power endsof said levers work in a guide 7c, having a horizontal guideway k' and avertical guideway k2. This guide lo is iiXed to the main frame in anysuitable way, and the parts are so related that when the lever 512 is atthe outward limit of its pivotal motion it cannot leave the horizontalsection k' of the guide, but will rest thereon as the base ofresistance. At this same time the reversinglever g6 will be in positionfor its pivotal movement within the vertical section k2 of the guide.Hence with this construction and arrangement of the controlling devicesfor the variable-speed reversing-drive it is obvious that the reversecannot be made without rst bringing'the parts of the drive into theirneutral or stop-action position. The horizontal section la of the guidela may be provided with notches 7c3 for engagement with thelever-section-g6 to hold the lever at any desired point of its possibleadjustment, thereby fixing the speed of the driven shaft relative to thedriving-shaft. As shown, the

guide k has attach ed thereto a spring h4, tending to hold the lever g1iin its set position within the retaining-notch engaged thereby.

All the different parts have now been specified, and the actions of thesame are probably clear from the detailed description. A summarystatement of the general operation may, however, be of advantage.

lt must be obvious that by the use of the equalizing-lever c forconnecting the two eccentric-rods to the cross-head the cross-head willbe made to travel at a uniform rate, notwithstanding the differences inthe rates of travel of the eccentric straps and rods in the differentparts of the path traversed by the eccentrics under the rotary motion ofthe driving-shaft b'. Hence whenever the eccentrics are set to impartany reciprocating motion to the cross-head the cross-head through theconnections therefrom to the driving-rockers of the friction-clutch willimpart strokes of uniform length to the said rockers. Otherwise stated,the driving action will be uniform at any given speed for which theeccentrics may have been set. This of course is a matter of largeimportance for securing a steady motion on the axle or driven shaft. Forsuch uses as an automobile a steady motion on the driven axle is ofprime importance in order to avoid the bucking effect which wouldotherwise be produced on the riders or other load carried by thevehicle.

The advantages of the friction-clutch and the means for reversing themotion imparted thereby to the driven shaft have already been fullypointed out. A reversing-drive is of course a necessity from a practicalpoint of view for the commercial use of an automobile.

The advantage of Varranging the controlling devices for this variablespeed and reversing drive in such a manner that the reverse cannot bemade without first bringing the parts of the drive to their neutral orstopmotion position must be apparent. Without such a provision accidentsare almost inevitable with the use of automobiles in crowdedthoroughfares. If the reverse or the shift to effect the reverse couldbe suddenly made, so as to throw the parts from one extreme position tothe other, the strain on the moving parts from momentum would be sogreat as to be destructive, and the violent jar given to the ridersmight be extremely injurious. In this same connection the provisionherein disclosed, whereby the speed in either direction may be variedthrough all degrees from zero up to the maximum speed, is also of thehighest importance for the use of automobiles in crowded thorough fares.Where only two or three speeds are available, it may often be impossibleto accommodate the motion of the automobile to the surrounding vehicles.It may be impossible to stop without being jammed or run over. It may beimpossible to go slow enough to avoid jamming the vehicle in advance.With the device as herein disclosed the speed may be varied or thevehicle stopped, as required, to suit any emergency in either directionof travel, andthe reverse or stop if made must be made in a manner toavoid violent jar to the riders or violent strain upon the elements ofthe drive.

The mechanism as an entirety has the further merit of simplicity andcompactness, considering the function required.

In practice all the mechanism would of course be inclosed in adust-proof housing.

It will be further understood that the details of the construction mightbe varied in many respects without departing from the spirit of myinvention.

ICO

IIC

IIS

- the combination with a rotary shaft, of a pair vWhat I claim, anddesire to secure by Let-- ters Patent of the United States, is asfollows:

1. The combination with a rotary shaft having a pair of eccentrics fixedagainst lateral movements, but rotatively adjustable in respect tov eachother, and movable to and from points of eccentricity diametricallyopposite on the circle of rotation, of corresponding eccentric strapsand rods, a cross-head and guides and an equalizing-lever pivoted to thecross-head and pivotally connected to the respective eccentric-rods atpoints on opposite sides of its cross-head pivot, whereby the cross-headmay be made to reciprocate at a uniform rate of travel and the extent ofits travel may be varied at will, substantially asv collar is carried bythe said shaft and splinedl thereto with freedom for sliding motionthereon,whereby the said eccentrics may be rotated' by shifting saidcollar, to effect the desired adjustments of the two eccentrics withrespect to each other.

3. In a variable-speed driving mechanism of eccentrics arranged thereonside by side fixed lagainst lateral movements and having pin-and-slotconnections with each other, one of which eccentrics is fixed to theshaft and the other of which is rotatively adjustable thereon Within thelimits permitted by said slot-and-pin connection, substantially asdescribed.

4 4. The combination with a rotary shaft, of a pair of eccentricsthereon side by side, and having pin-and-slot connections with eachother, one of which eccentrics is fixed to said shaft and the other ofwhich eccentrics is provided With a hub having spiral grooves, and ashiftable .collar keyed for sliding movements on said shaft and providedwith spiral splines engaging the spiral grooves of the said eccentrics,substantially as described.

5. The combination with a main or driving shaft turning in a constantdirection and a divided or sectional counter-shaft, of a variable-speeddrive for transmitting motion to' an equalizer connecting the twoeccentricdivided or sectional counter-shaft, of a variable-speedreversing-drive for transmitting motion from said main shaft to saidcountershaft, which drive includes a pair of eccentrics on thedriving-shaft, adjustable in respect to each other, a cross-head andguides, an equalizer connecting the two eccentricrods to thecross-head,`a friction-clutch receiving motion from said cross-head andconstructed to permit the motion of its driven member to be reversed, atwill, and a com- 7pensating gear receiving motion from saidfriction-clutch and driving said divided or sectional counter-shaft,substantially as described. 7. The combination with the driving-shaftturning in a constant direction and the divided or sectional counter-shaft, of the pair of eccentrics on the driving-shaft, one of whichis angularly adjustable in respect to the other, the correspondingeccentric straps and rods, the cross-head and guides, theequalizing-lever pivoted to said cross-head and having its outer endportions pivotally connected one end to each of said eccentric-rods,thefrictionroller clutch having its driving-rockers connected by links tothe rigid cross-bar of said cross-head, the roller-Shifters and devicesfor controlling the shifting of the same to reverse the motion on thedriven member of the clutch, and the compensating gear provided on itsspider or casing with the ring member of said friction-clutch, andtaking hold of the stud or radial cross-shafts of the gear for drivingthe sections of the divided shaft,substantially as and for the purposesset forth.

8. A power-transmission device, comprising a variable speed andreversible drive, permitting the speed of the driven member to be variedat will, and in either direction of travel, a speed-controller and areversing device for said drive, and a device permitting the movement ofsaid reversing device only when said speed-controller is in a neutral orStop motion position, .substantially as described.

9. A power-transmission device, comprising a variable and reversibledrive permitting the speed of thedriven member to`be varied at Will andin either direction of travel, a controller for said drive,and a guideor guides for said controller permitting the same to be moved at will tovarythe speed of the driving motion, but permitting said controller tobe moved to reverse the driving motion only when the said controller isin a neutral position, or in a position in which the drive will nottransmit motion.

In testimony whereof I affix my signature in presence of two witnesses.

WHITCOMB L. JUDSON.

Witnesses:

MABEL M. MCGRORY, JAS. F. WILLIAMSON.

IOO

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